Rotary engine apparatus

ABSTRACT

Rotary engine apparatus of the internal combustion type in which the reciprocable displacements of the respective pistons within the cylinders therefor impart rotatory motion to a variety of engine components from which output torque is delivered to a power shaft. The rate at which the piston-cylinder structures fire is selectively variable at any engine operating speed so that the power delivered by the engine at any speed thereof can be specifically related to the contemporary value of the load on the engine. The stroke length of each reciprocable piston is also selectively variable for load-accommodating purposes; and the rotatory components of the apparatus may be used directly to drive an output power shaft selectively in opposite angular directions, thereby obviating the necessity of providing transmission mechanism for this purpose.

United States Patent 1191 Hatfield et al.

[ 1 May 8,1973

[54] ROTARY ENGINE APPARATUS [22] Filed: Dec. 27, 1971 [21] Appl. No.:212,168

Related U.S. Application Data [63] Continuation-impart of Ser. No.856,244, Aug. 11,

1969, abandoned.

[52] U.S. Cl ..123/43 C, 60/13, 74/675, 123/43 R, 123/48 R, 123/65 R,123/73 R,

123/73 AC, 123/73 AV, 123/75 CC,

2,417,894 3/1947 Wayland ..123/43 C 2,456,164 12/1948 Youhouse ..60/132,994,188 8/1961 Howard ..60/l3 1,543,803 6/1925 Stary ..123/43 C1,155,536 10/1915 Williams ..123/43 C Primary Examiner-Carlton R. CroyleAssistant Examiner-Michael Koczo, Jr. Attorney-Joseph B. Gardner [57]ABSTRACT Rotary engine apparatus of the internal combustion type inwhich the reciprocable displacements of the respective pistons withinthe cylinders therefor impart rotatory motion to a variety of enginecomponents from which output torque is delivered to a power shaft. Therate at which the piston-cylinder structures fire is selectivelyvariable at any engine operating speed so that the power delivered bythe engine at any speed thereof can be specifically related to thecontemporary value of the load on the engine. The stroke length of eachreciprocable piston is also selectively variable for load-accommodatingpurposes; and the rotatory components of the apparatus may be useddirectly to drive an output power shaft selectively in opposite angulardirections, thereby obviating the necessity of providing transmissionmechanism for this purpose.

12 Claims, 21 Drawing Figures PAIENTEU W 81915 sum 9 0r 9 INVENTORSTHOMAS u. HATFIELD GUS C. ROBIN ON BY ATTORNEY ROTARY ENGINE APPARATUSRELATED APPLICATION This application is a Continuation-In-Part of ourcopending application Ser. No. 856,244, filed Aug. 1 l, 1969, forAUTOMATICALLY CONTROLLED VARIABLE RAPID FIRE ROTARY ENGINE and nowabandoned.

This invention relates to engine apparatus and, more particularly, torotary engine apparatus of the internal combustion type having utilityin substantially all environments' in which engine apparatus is now usedincluding use thereof as a power plant for automotive vehicles.

Although the internal combustion engine has reached a high degree ofrefinement in terms of its reliability and ease of use, both in thelow-pressure carburetor and high-pressure diesel forms thereof, theratio of engine weight to output horsepower remains quite high and thethermodynamic efficiency of such engines remains relatively low. Asrespects the former, the engines presently used in automotive and othervehicles are generally very massive and represent a substantial portionof the gross weight of each such vehicle; and as respects the latter,the results of low engine efficiency are evident in the atmosphericenvironment which is rapidly increasing in the concentration it containsof those pollutants that constitute by-products of the combustion ofhydrocarbon fuels in internal combustion engines. In this samereference, it may be observed that the tremendous total consumption ofhydrocarbon fuels in the United States in vehicles of various types, andwhich total consumption could be reduced by improved engine efficiency,has very seriously depleted known fuel reserves to the point thatexhaustion thereof is rapidly approaching.

Further as respects the adverse effects of low efficiency, theconventional internal combustion engine produces more pollutants at idleand low speed operation than at average to higher operating speedsparticularly because of the too rich fuel-to-air admixtures at such lowspeed operating conditions and also because of the inertial differencesin the flow characteristics of liquid fuels and the gaseous fluids foradmixture therewith and which differences are more significant at lowoperating speeds. Accordingly, such conventional engines produce morepollutants at and about the various population centers where stop and godriving and low speeds are mandatory, and which centers are otherwiseand already adversely affected by environmental pollution simply becauseof the concentration of vehicles thereat.

In view of the foregoing, a general object of the present invention isto provide improved internal combustion engine apparatus improved in thesense of using fuel more efficiently, of having a superiorweightto-horsepower ratio than conventional engines, and of beingmechanically simplified at least in terms of the overall power traincomprising the same which connects with the drive shaft of an automotivevehicle or other power shaft to be driven by the engine apparatus atvarying angular velocities and sometimes selectively in opposite angulardirections.

Another object of the invention is in the provision of an improvedengine apparatus of the character described in which the power developedand delivered thereby can be accurately tailored to satisfy therequirements of the contemporary magnitude of the load imposed thereon;and in which such accurate adjustment of the engine output is effectedby reducing the firing rate of the engine without changing the outputvelocity thereof, by reducing the length of the stroke of each pistonwithin the cylinder therefor, or by a combination of these two factors.

Still another object is that of providing an improved engine apparatusof the type set forth in which production and delivery of output torqueis maximized by increasing the length of the lever arm through which thelinear force development attributable to the reciprocating pistons ofthe engine is converted into angular force or torque, and by utilizingthe inertia of the pistoncylinder structures and componentsoperationally associated therewith as a part of the angular momentumcharacterizing the rotational components of the engine apparatus fromwhich output torque is developed.

A further object is to provide an exceedingly versatile engine apparatusthat obviates the requirement for a transmission in an automotivevehicle for the purpose of changing gear ratios in forward drive inaccordance with load demands (e.g., acceleration, traversal of inclines,etc.), and of shifting between forward and reverse drive conditions; theengine apparatus being operative to accommodate rapid change fromforward to reverse drive (and vice versa), thereby enabling the engineapparatus to be used for effective braking of a vehicle in addition toits being a reversible prime mover therefor.

Additional objects and advantages of the invention, especially asconcerns particular features and characteristics thereof, will becomeapparent as the specification continues.

Briefly summarizing engine apparatus embodying the present invention, itmay be said to be an internal combustion engine of eithercarburetion-ignition or diesel type, and of rotatory composition inwhich the reciprocable displacements of the various pistons within thecylinders thereof impart rotary motion to a plurality of rotatablecomponents such as the main drive shaft and a casing component each ofwhich is adapted to be coupled to an output power shaft so as to delivertorque thereto. The piston-cylinder structures are angularly disposedwith respect to the axis of rotation of the engine, and they areradially spaced thereabout so that the linear forces developed therebyare applied between such main shaft and easing component via arelatively long lever arm to enhance the magnitude of the linear forces.The piston-cylinder structures are carried by one of the rotatory components of the engine and thereby contribute their inertia thereto.Adjustment structure is included in the engine apparatus for selectivelychanging the rate at which each piston-cylinder structure fires and alsofor changing the length of the reciprocable displacement of each pistonwithin the cylinder therefor. The rotatory components of the engineapparatus may be selectively connected with an output power shaft andare able to rotate the same selectively in either angular direction.

An embodiment of the invention is illustrated in the accompanyingdrawings, in which:

FIG. 1 is essentially a schematic representation of en gine apparatusembodying the present invention;

FIG. 2 is a broken perspective view of an end portion of the engineapparatus;

FIG. 3 is a transverse sectional view taken through the center of one ofthe combustion assemblies of the apparatus;

FIG. 4 is a bottom plan view of the combustion assembly shown in FIG. 3with the circumferential cover thereof partially removed;

FIG. 5 is a broken perspective view of one of the pistons comprising apart of the combustion assembly shown in FIGS. 3 and 4;

FIG. 5A is a fragmentary view of the lower end portion of the valvelifter rod shown in FIG. 5;

FIG. 6 is a broken vertical sectional view through a portion of a pistonillustrated in FIG. 5;

FIG. 7 is a broken perspective view of one of the control unitsrespectively associated with the pistoncylinder structures of thecombustion assembly;

FIG. 8 is .a vertical sectional view through the engine apparatusgenerally illustrating one of the cam assemblies in front elevation;

FIG. 9 is a vertical sectional view taken along the line 9-9 of FIG. 8;

FIG. 10 is a transverse sectional view taken along the line 10-10 ofFIGS. 8 and 9;

FIG. 1 I is a graph depicting the cooperative relationship of the camand cam followers plotted against time;

FIG. 12 is a vertical sectional view similar to FIG. 8 but illustratingthe cam assembly shown therein in a different operating condition;

FIG. 13 is a longitudinal sectional view through the compressor assemblyof the engine apparatus;

FIG. 14 is a transverse sectional view taken along the line 14- 14 ofFIG. 13;

FIG. 15 is a transverse sectional view taken along the line 15-15 ofFIG. 13;

FIG. 16 is a broken longitudinal sectional view showing the power outputend portion of the engine apparatus;

FIG. 17 is a simplified perspective view, somewhat diagrammatic,illustrating the water cooling and exhaust gas flow systems of theengine apparatus;

FIG. 18 is a schematic flow diagram of the air supply, exhaust gas, andwater cooling systems of the engine apparatus;

FIG. 19 is a perspective view of a modified propulsion turbine; and

FIG. 20 is a schematic diagram of the control system of the engineapparatus generally indicating flow connections, but eliminatingessentially all of the flow regulator and control devices.

GENERAL DESCRIPTION Engine apparatus embodying the present inventionwill be described in terms of its general mechanical composition andfunctional characteristics prior to describing the various mechanicalcomponents in detail, and as respects such general description,reference will be made in particular to FIG. I which :is essentially aschematic representation of the engine apparatus.

Generally stated, the engine apparatus constitutes a rotary engine ofthe internal combustion type in which the reciprocable displacements ofthe respective pistons within the cylinders therefor impart rotatorymotion to a plurality of the engine components, usually including thepiston-cylinder structures and supports therefor which are angularlydisplaced or rotated. In the case of the particular embodiment of theengine apparatus being considered, the outer housing thereof is fixed orstationary and both an inner casing (sometimes referred to as a camtrack casing) and a main center shaft of the engine rotated and outputpower taken from one or the other. However, in other embodiments of theinvention, the main shaft can be constrained in a stationary conditionand the outer housing rotatably driven in which event it will beselectively coupled to a power output shaft to drive the same.

Also, the engine apparatus depicted in FIG. I in essence comprises twoengines arranged structurally in back-to-back relationship and infunctional parallelism. The two individual engine assemblies aresubstantially identical and, for this reason, the same numerals are usedto denote respectively corresponding components and elements of thesetwo assemblies except that the primed form is used in association withone of the two assemblies in order to differentiate therebetween. Itshould be noted, however, that it is not essential that any particularengine apparatus comprise two engine assemblies, and in environments inwhich less output horsepower is desired, only one such assembly need beused. Similarly, more than two assemblies can be employed in instancesin which greater output power is required. In this same reference,-aswill become apparent hereinafter, each of the combustion assembliescomprises three piston-cylinder structures (not shown in FIG. I) but itshould be understood that a greater or lesser number of such structurescan be employed in accordance with the requirements of any particularuse or environment for the engine apparatus.

The engine apparatus generally illustrated in FIG. 11 is denoted in itsentirety with the numeral 240, and it ineludes an outer housing 21fixedly secured by means (not shown) to the chassis or frame structureof a vehicle or other mechanism with which the engine is used. Extendingcoaxially through the housing 211 and journaled for relative rotationwith respect thereto in bearing structures 22 and 23 respectivelylocated adjacent the opposite ends of the housing, the latter of whichis a compound bearing structure also rotatably supporting a hollowtransfer shaft 24, is a main shaft 25 adapted at certain times tomechanically drive a power output shaft 26 via the transfer shaft 2% anda gear train comprising meshing gears 27 and 2h keyed or otherwiseconstrained upon the respective shafts 24 and 26 so as to preventrelative rotation between each gear and its associated shaft. The poweroutput shaft 26 is journaled for rotation with respect to the housing 21in bearing structure 29, and in the case of the engine apparatus beingused in an automotive vehicle, the power output shaft 26 will beconnected directly or indirectly with the running gear of the vehicle soas to propel the same. For convenience of description, the shaft 25 istaken to be functionally the same as the shell 63, describedhereinafter, so as to rotate therewith, and they are sometimes referredto hereinafter either individually or conjointly as the main rotary."They may be structurally disassociated, however, with the shell 63 beingthe rotating component rather than the shaft 25.

Supported within the outer housing 2t and rotatable relative thereto isa cam casing or cam track casing 361) which is coaxially circumjacentthe main shaft and is also relatively rotatable with respect thereto.Disposed within the interior of the casing at axially spaced locationsadjacent the opposite end portions thereof are a pair of cam or camtrack assemblies 31 and 31' fixedly secured to the casing so as toprevent relative rotation therebetween. Respectively associated with thecam assemblies 31 and 31 and disposed in adjacency therewithintermediate the same are a pair of combustion assemblies 32 and 32 eachof which is constrained upon the main shaft 25 so as to rotatetherewith. Each of the combustion assemblies 32 is equipped with one ormore piston-cylinder structures effectively operative between the mainshaft 25 and cam track casing 30 via the cam assembly 31 so as to effectrelative rotation between the shaft and casing whenever thepiston-cylinder structure is energized. in this sense, the cylinder 34of each piston-cylinder structure is welded or otherwise rigidly affixedto the casing 35 of the combustion assembly so as to rotate with theshaft 25. The reciprocable piston 36 of each pistoncylinder structure isoperative through linkage, in dicated diagrammatically at 37, with a cam38 forming a part of the cam assembly 31 so as to impart force theretoof varying magnitude as the piston reciprocates. As a result, the torquethereby developed between the combustion assembly 32 and main shaft 25connected therewith and the cam assembly 31 and cam track casing 30affixed thereto effects relative rotation between the main shaft and camtrack casing.

Each piston-cylinder structure 36,34 of the combustion assembly 32 isessentially the variable-volume combustion chamber of the engineapparatus, and each such structure is supplied with fuel and air in theproper ratios to support combustion which is initiated by the usualsparking device, although a diesel version of the specifically disclosedengine apparatus can be provided. Air for supporting combustion issupplied to the respective combustion assemblies 32 and 32' viacompressor mechanisms or superchargers 39 and 39' which are rotarycompressors and are supplied with atmospheric air through openingsprovided for this purposes in the outer housing 21, cam track casing 30,and an inner shell 63, as indicated by the directional arrows in FIG. 1.The compressed air outputs of the compressors 39 and 39' are deliveredto the combustion assemblies 32 and 32 via a flow system (not shown)suggested by the directional lines extending therebetween.

The compressors 39 and 39' are driven by respectively associatedturbines 40 and 40' by being keyed or otherwise affixed to a shaft 41common to the turbines and compressors (separate shafts can be employedin respective association with the turbines 40 and 40' and theirrespective compressors). The turbines are exhaust gas turbines driven bythe gaseous discharge from the respectively associated combustionassemblies 32 and 32. This functional interconnection of each combustionassembly with its turbine is suggested by the flow lines in FIG. 1. Thespent gases leaving the turbines 40 and 40' are exhausted to atmosphereafter first being cooled by means not shown in FIG. 1 but which will bedescribed in detail hereinafter. Accordingly, the exhaust gas dischargefrom each of the combustion assemblies is utilized in driving thecompressors 39 and 39, thereby extracting from the exhaust gases energywhich otherwise would be dissipated to atmosphere as heat and pressure.

Adjacent one end thereof, the cam track casing 30 is provided with atransverse plate or annular flange 42 extending radially outwardlytherefrom, and the shaft 25 is provided with a transversely extendingmounting plate 43 keyed thereto. The flange projects into operativeassociation with a brake mechanism 44 having components thereof fixedlyassociated with the stationary outer housing 21. Whenever the brakemechanism 44 is released, the casing 30 is free to rotate relative tothe housing 21 and conversely, whenever the brake mechanism isenergized, the casing is constrained against rotation relative to thehousing. Operative between the main shaft 25 and cam track casing 30adjacent the transverse flange 42 is a planetary gear train-denoted withthe numeral 45. The gear train 45 includes an outer ring gear 46 affixedto or otherwise provided by the casing 30 so as to rotate therewith, andit further includes a drive or sun gear 47 circumjacent the shaft 25 andjoumaled for rotation with respect thereto on the aforementioned bearingstructure 22. Interposed between the outer and inner gears 46 and 47 area plurality of sets of idler or planetary gears respectively denotedwith the numerals 49 and 50, each pair of which meshingly engage eachother and respectively engage the outer ring gear 46 and inner drivegear 47. As will be indicated more clearly hereinafter, there are threesets of gears 49 and 50 in the particular engine apparatus 20 and suchsets of gears are angularly spaced from each other by Further each idlergear 49, 50 is rotatably supported by the plate 43 so as to orbit aboutthe longitudinal axis of the shaft 25 upon rotation thereof; and theplate 43 and flange 42 are rotatably interrelated by bearing structure43a.

Ordinarily, the drive gear 47 is free to rotate with respect to the mainshaft 25 so that no driving interconnection is defined through the geartrain 45 between the shaft and cam track casing 30. However, a drivinginterconnection between the shaft 25 and sun gear 47 can be selectivelyestablished by a hydraulic turbine or clutch mechanism 51diagrammatically represented in FIG. 1 by a first set of plates 52 keyedor otherwise fixedly secured to an extension 53 of the gear 47 and by asecond set of plates 54 rigid with the outer turbine shell which in turnis fixed to the stationary housing 21. it will be appreciated that whenthe clutch 51 is energized to resist free rotation of the sum gear 47and the brake mechanism 44 is released, the cam track casing 30 will bedriven by the shaft 25 in the same angular direction and at a relativevelocity determined by the gear ratio defined by the gear train 45 andby the slippage or degree of coupling effected at any particular instantby the clutch 51.

In the particular embodiment of the invention being considered, the geartrain 45 rotates the casing 30 at about 60% of the angular velocity ofthe shaft 25 when the clutch 51 is fully engaged. Accordingly, there isunder these conditions a progressive change in the relative positions ofthe shaft 25 and casing 30 or, more particularly, between the combustionassembly 32 and the cam assembly 3i. Such relative change in positionsof the combustion assembly 32 and cam assembly 31 is used to control therate of firing of the piston-cylinder structure 36, 34 in the mannerdescribed in detail hereinafter. By way of example at this point,however, in the case in which the piston-cylinder structure fires fourtimes during each rotation of the shaft 25 when the casing 30 and camassembly 31 are fixed or stationary because of disengagement of theclutch 51 and energization of the brake mechanism 44, the pistoncylinderstructure will fire an average of only 11.6 times during each rotationof the shaft 25 when the brake mechanism 44 is released and the clutchmechanism 51 fully actuated to drive the casing 30 and cam assembly 31at approximately 60% of the angular velocity of the shaft 25. Less thancomplete engagement of the clutch 51 can be used to adjustably changethe velocity differential between the shaft 25 and casing 30 toward thecondition in which the casing is stationary, thereby increasing the rateof firing of the piston-cylinder structure toward the maximum four-cycleper revolution rate. It will be appreciated that the minimum velocitydifferential defined through the gear train 45 can be changed, byappropriate selection of the gear ratios, toward the idealized (but nottheoretically practicable) differential of zero or a one-to-one ratio(with the brake 55 energized) in the same angular direction in whichcase the piston-cylinder structure would never fire.

A brake mechanism 55 is provided adjacent the clutch 51, and the brakemechanism is operative between the stationary housing 21 and sun gear47. In this respect, the brake mechanism 55 is diagrammaticallysuggested by the provision of friction plates 56 and 57 respectivelysecured to the gear extension 53 and to the shell of the turbine 51.Force arrows are included to indicate the direction of movement of theplate 57 upon energization of the brake mechanism. The brake is usefulin terminating rotation of the sun gear 47, as in slowing forward motionof an automotive vehicle in which the engine apparatus is used, and tocompletely constrain the sun gear against rotation and thereby cause thecam track casing 30 to rotate in the same angular direction as the shaft25 at a fixed relative velocity defined by the gear train 45, aspreviously explained.

Adjacent its opposite end, the engine apparatus is equipped with a pairof clutch mechanisms 58 and 59 selectively operative to rotate the poweroutput shaft 26 (through the transfer shaft 24) in opposite angulardirections, although the clutch 59 may drive the shaft in eitherdirection in accordance with the direction of rotation of the cam trackcasing 30. In this respect, the clutch mechanism 58 may be used toimpart forward motion to a vehicle with which the engine apparatus isused when such clutch is energized, and analogously, the clutchmechanism 59 is usually operative when energized to propel the vehiclein the opposite or rearward direction. However, when the cam trackcasing is rotated in the same direction as the shaft because the geartrain 45 is engaged, the clutch 59 will then impart forward motion tothe vehicle. In the diagrammatic illustration of FIG. I, the clutchmechanism 58 is depicted as having input and output sections 60 and 61respectively connected with the main shaft 25 and with the transfershaft 24. Accordingly, whenever the clutch mechanism 56 is energized soas to cause the output section 61 to be driven by the input section 60,the output shaft 26 is rotated in one angular direction to propel anassociated vehicle forwardly. Correspondingly, the rearward clutchmechanism 59 is provided with an input section 62 fixedly secured to thecam track casing 30 so as to be driven thereby, and it is also providedwith an output section 64 fixedly secured to the transfer shaft 24 so asto drive the same. Therefore, whenever the cam track casing 30 isrotating, the forward clutch mechanism 58 is disengaged, and therearward clutch mechanism 59 is energized, the output shaft 26 will berotated in the angular direction corresponding to the direction ofrotation of the casing 30.

It will be noted in FIG. 1 that a hydraulic turbine or clutch 51a,generally similar in structure and function to the aforementioned clutch51, is located adjacent the output end of the engine and is operativebetween the shaft 25 and stationary housing 21. When energized, theclutch 51a constrains the shaft 25 against rotation (although someslippage is permitted), thereby causing the cam track casing 30 torotate in a direction opposite that of the shaft 25, it being understoodthat the brakes 44 and 55 and clutch 51 are all de-energized. It may beobserved at this point that the availability of oppositely rotatablecomponents (i.e., the main shaft'or rotary 25 and the cam track casing30) and the various control mechanisms associated therewith enable theengine apparatus 20 to function not only as the prime mover for avehicle, but also as the transmission therefor to obviate the usualrequirement for a separate transmission.

An overall cycle of operation of the engine apparatus 20 as illustratedin FIG. I will now be described and as the starting condition, it willbe assumed that the clutch mechanisms 58 and 59 are released orde-energized so that the engine apparatus is not drivingly connected tothe output shaft 26, the brake mechanism 44 is energized to constrainthe casing 30 against rotation, the clutch mechanism 51 is de-energizedso that the sun gear 47 rotates freely with respect to the shaft 25, andthe brake mechanism 55 is de-energized so that no inhibition to rotationof the gear 47 is defined thereby. The engine apparatus is started in aconventional manner by an electrically-driven automatic starter (notshown) releasably connectable with the shaft 25 so as to rotatably drivethe same as part of the starting operation. Similarly, thepiston-cylinder structures 36,34 are supplied with fuel and air, and theusual ignition system ignites a compressed combustible admixture of fueland air within the cylinder 34 so as to energize the power stroke of thepiston 36. Once operation is commenced, the piston-cylinder structuresfunction in the ordinary manner of a two-cycle gasoline engine, andsince the cam track casing 30 and cam assembly 31 are constrainedagainst rotation, the force effectively developed between the camassembly 31 and combustion assembly 32 upon reciprocable displacementsof the piston 36 will cause the combustion assembly and main shaft torotate relative both to the cam track casing 30 and to the outer housing21 locked thereto by the brake mechanism 44.

The engine apparatus 20 will maintain this condition of idle operationuntil some change is made by an operator, such as energization of theforward clutch 58 to establish a driving connection between the mainrotary and power output shaft 26 (via shaft 24) which will cause anassociated vehicle to be propelled forwardly.

As the vehicle equipped with the engine apparatus increases in velocity,the load on the engine apparatus effectively diminishes and therequirement for delivery of power correspondingly decreases. As therequirement for the delivery of power to the output shaft 26 decreases,the engine apparatus is made to deliver less power by one or the otherof two procedures or by combination thereof. First, the firing rate ofthe pistoncylinder structure 36,34 can be reduced by releasing the brakemechanism 44 and energizing the clutch mechanism 51 to cause the camtrack casing 30 to be rotatably driven by the shaft 25 in the sameangular direction via the planetary gear train 45. Secondly, and eitherin combination with the described rotation of the cam track casing 30 oras an alternative thereto, the stroke length of the piston 36 within itscylinder 34 can be decreased, thereby resulting in a smaller powerdevelopment for each firing of the piston-cylinder structure, in amanner to be described in detail hereinafter. Thus, only that degree ofpower is delivered by the engine apparatus which is required toaccommodate the load on the output shaft 26.

Assume 'now the condition in which the vehicle has been stopped and theforward clutch mechanism 58 disengaged, the clutch mechanism 51 andbrake 55 are both de-energized (if they are not already in ade-energized state), and the brake mechanism 44 is then deenergized soas to release the cam track casing 30 if it is not already in thisstate. The shaft and cam track casing may both be rotating, but theirdirections of rotation will be in opposite angular directions. If thehydraulic clutch 51a is then energized to constrain the shaft 25 againstrotation, the cam track casing 30 will now be rotatably driven in adirection opposite to the direction of rotation of the shaft 25 wheneverthe latter is free to rotate. Accordingly, the driven or input section62 of the rearward clutch 59 will be driven by the cam track casing 30and whenever the clutch mechanism 59 is energized, the power outputshaft 26 will be rotated in a direction causing the vehicle associatedwith the engine apparatus to be propelled rearwardly. If for any reasonit should be necessary to continue driving the vehicle in reverse forany period of time, the output power delivered by the engine apparatuscan be tailored to the requirements of the output load imposed on theshaft 26 by reducing the displacement of the piston 36 in a manner notillustrated in FIG. 1 but to be described hereinafter.

The vehicle may also be driven forwardly through the clutch 59 in thoseoperating modes in which the cam track casing 30 is rotated in the samedirection as the shaft 25 through the gear train 45. In this mode, theclutch 51a is de-energized so that the shaft 25 can rotate freely, thebrake 44 is de-energized to permit the cam track casing 30 to rotate,and either the clutch 51 or brake 55 is energized to hold the sun gear47. The cam track casing 30 will then be driven in the same direction asthe shaft 25, and energization of the clutch 59 will therefore cause thepower shaft 26 to propel the vehicle forwardly.

It should be noted that the engine apparatus 20 can be interchangedinstantly from a forward to a reverse direction, or vice versa, with nodanger of mechanically damaging or otherwise injuring the engineapparatus, thereby enabling it to be used to positively brake the motionof an associated vehicle in either direction in which it may bepropelled. For example, suppose that the rearward clutch 59 isdisengaged and that the forward clutch is engaged and is propelling thevehicle forwardly at a relatively high velocity, if the rearward clutch59 is engaged, the cam track casing 30 will tend to be rotated in thesame direction as the shaft 25 because of the fluid coupling establishedbetween the input and output sections 62 and 64 of the rearward clutchsince the output section 64 thereof is being driven by the transfershaft 24, and this tendency will obtain irrespective of whether the camtrack casing 30 is stationary or is being driven by the gear train 45,and irrespective of whether the forward clutch 58 is releasedconcurrently with energization of the rearward clutch or is continued inits energized state. If the latter condition is continued, a simplebraking action is effected.

If a complete reversal is desired, the forward clutch 58 will bede-energized, and as part of the reversing operation, the brakemechanisms 44 and 55 will be released and the turbine clutch 51de-energized (if they are not already in the released and de-energizedstates) and the turbine clutch 51a energized so as to quickly reduce theangular velocity of the shaft 25 toward zero, whereupon all of the powerdevelopment of the engine apparatus will be exerted through the camassembly 31, cam track casing 30, and clutch mechanism 59 to reduce therate of rotation of the transfer and output shafts 24 and 26 in onedirection to zero and then to reverse the direction of rotation thereof.Thus, the engine apparatus 20 can be effectively utilized as a brake tostop movement of the vehicle in one direction and, if desired, reverseits direction of movement.

Similarly, the same braking action and rapid reversal can be used toswitch the direction of movement of the vehicle from reverse to forwarddirection simply by deenergizing the clutch mechanism 59, energizing theclutch mechanism 58, de-energizing the turbine clutch 51a, and engagingthe brake mechanism 44, (for complete reversal); or by simply energizingthe forward clutch 58 and, if necessary, advantageously disengaging thegear train 45 and engaging the brake 44 (for braking action). It will beappreciated that all of the clutch and turbine mechanisms 51, 51a, 58and 59 are fluid (i.e., hydraulic) devices since the rigidity of theinterconnections established by mechanical clutches would notaccommodate the quick directional reversals described.

The direction of rotation of the rotor sections of the turbines 40 and40' and compressors 39 and 39 is essentially independent of the rotatoryconditions of the main shaft 25, outer housing 21, cam track casing 30,and main rotary shell 63 because the compressors are mechanically drivenby the turbines and the directions of rotation of the turbine ispredetermined by the blades thereof and orientation of the nozzlesdischarging the exhaust gases thereagainst. However, function of theturbines and compressors is not independent of the other components ofthe engine apparatus because the turbines are driven by the gaseousdischarge from the respectively associated piston-cylinder structures36,34. Accordingly, as the requirement for output power delivery to theshaft 26 decreases and the pistoncylinder structures fire lessfrequently and/or the pistons are displaced at a lesser extent withintheir cylinders, there is a correspondingly diminished delivery ofgaseous energy from the piston-cylinder structures to the turbines 40and 40 whereupon the compressed air output of the compressors 39 and 39'decreases. Nevertheless, and as will be explained in greater detailhereinafter, a bypass system is arranged with the compressors andpiston-cylinder structures so that any compressed air delivered to thecombustion assemblies 32 and 32 which is not used in its entirety at anyparticular time is recycled and thereby causes no complications.

In the case of multiple-type engine apparatus such as the duel engineapparatus 20 illustrated, the combustion assemblies 32 and 32 are unitedso that they are forced to operate in the same angular directions. Inthe apparatus shown in FIG. 1, integration is provided by a shell orhousing 63 extending between and interconnecting the combustionassemblies 32 and 32' so that they are movable in mechanically enforcedsynchronism. The shell has openings therein enabling atmospheric air tobe drawn into the compressors 39 and 39', as shown, and blades or vanes630 may be provided along the shell to facilitate such inward air flow.The shells or stator components of the turbines 40 and compressors 39are secured to the shell 63 so as to rotate therewith which obviatesseal complexities as between these devices and the combustionassemblies.

' DETAILED DESCRIPTION The detailed description of the engine apparatuswill consider first the combustion chamber assemblies and, inparticular, the assembly 32. For this purpose FIGS. 3 through 7 will bemost pertinent, and it will be understood that the description appliesequally to the combustion assembly 32.

As previously indicated, the combustion assembly 32 includes threepiston-cylinder structures 36,34, and the suffixes a, b and c areassociated with the various numerals to differentiate one such structureand the components associated therewith from the others. In FIG. 3, thepistons 36a and 36b are respectively illustrated in their oppositeextreme positions of minimum and maximum compression, whereas the pistonassociated with the cylinder 34c although not specifically illustratedwill be understood to be in a position intermediate these two extremes.It may again be emphasized that there is no compelling requirement forthe three pistoncylinder structures, and the apparatus 32 in certainenvironments may have as few as one piston-cylinder structure and asmany in excess of three as is practicable with reference to the size andoutput horsepower requirements of the engine apparatus.

Each piston 36, as shown best in FIGS. and 6, has a hollow cylindricalcomponent having 3 depending skirt 65 open at its lower end and closedat its upper end with a head 'or transverse wall 66. Intermediate theends of the skirt 65 a plurality of axially spaced walls 67 and 68 maybe provided, and the wall 67 is a support wall welded or otherwisefixedly secured to the skirt within the interior thereof. The walls 67and 68 are respectively provided with relatively large openings 69 and70 adapted to pass relatively large volumes of air therethrough, as willbe described more specifically hereinafter, and the wall 68 is axiallydisplaceable within the skirt 65. At its lower open end, the piston 36is equipped with a connector 71 that is welded or otherwise rigidlysecured to the skirt 65, and the connector has a large opening 72therein adapted to seat a pivot pin therein which is generally in thenature of the wrist pin used in conventional pistons. Accordingly, theperipheral surface of the opening 72 may be equipped with a sleevebearing.

The top wall or head 66 of the piston 36 is imperforate except for theprovision of a plurality of air inlet openings or ports therein, therebeing four such ports in the piston 36 spaced apart by equal angulardistances. Respectively associated with the air inlet ports are aplurality of inlet valves 74, 75, 76 and 77. Each of the inlet valves isreciprocable with respect to the inlet port associated therewith so asto seal the same or to permit free passage of air therethrough. In thisrespect, each of the valves is equipped with a rod 78 extendingdownwardly through an opening in the support plate 68 and bearing 79associated therewith, and it further passes downwardly through thereciprocable plate 68 and threadedly receives a nut 80 bearing upwardlyagainst the underside of the plate 68. A helical compression spring 81coaxially circumjacent the rod 78 intermediate the plates 67 and 68bears at its upper end against the support plate 6.7 and at its lowerend seats upon the plate 68 through a support 82 and thereby resilientlybiases the plate 68 downwardly so as to force the valve 74 against theseat therefor.

Each of the valves 74 through 77 is similarly associated with the plates67 and 68 so as to have stems slidably reciprocable through the plate 67and movable with the plate 68 which is ordinarily biased toward adownward position by the compression springs 81. However, all of thevalves 74 through 77, which function in mechanically enforcedsynchronism so as to be concurrently opened and concurrently closed, aredisplaceable into the open positions thereof by upward movement of theplate 68 which is-slidably reciprocable within the skirt 65 and has aninner end portion of a plunger or piston rod 84 pivotally connectedthereto through a clevis 85. The outer end of the rod 84 is operativelyconnected with a crank effective to displace the rod 84 and plate 68inwardly at cyclically repetitive intervals, as explained hereinafter,so as to open the inlet valves 74 through 77 and permit air to enter thevariable-volume cylinder space 86 (FIG. 3) defined between the pistonhead 65 and cylinder head 87 associated therewith.

Each piston connector 71 is pivotally connected via a pivot pin 88 toone end of a link 89 which at its opposite end is pivotally connected toa crank arm 90 by a pivot pin 91. Each crank arm 90 is pinned orotherwise fixedly secured to a cam shaft 92 that is longitudinallyextending and parallels the main shaft 25 in radially spaced relationtherewith. Each cam shaft is journaled for rotation in the casingstructure 35 of the piston assembly 32 and projects outwardly therefrominto the associated cam assembly 31 for purposes to be explainedhereinafter. It will be apparent from inspection of FIG. 3 that wheneverthe piston 36 is reciprocated linearly within the cylinder 34, the crankarm 90 oscil lates or reciprocates angularly about the axis of the shaft92 which also reciprocates angularly with the crank arm since it isaffixed thereto.

During such reciprocable displacements of the piston 36, the inletvalves 74 through 76 are cyclically displaced between the open andclosed positions thereof by reciprocable displacements of the supportwall or control plate 68, and the plate is reciprocatedby the rod 84. Itshould be noted that a variety of arrangements can be used to enforcereciprocable, displacements upon the plate 68 including both mechanicaland hydraulic system. In the particular engine 20, the valve control rod84 is mechanically connected to the plate 68 and is reciprocated by acombination mechanical and hydraulic system (hidden in FIG. 3) which issuperior to a purely mechanical system in that it affords considerablygreater flexibility in timing and relating the opening and closingdisplacements of the inlet valves 74 through 77 to the cyclicreciprocations of the piston 36. More specifically, the stroke length ofeach piston 36 within the cylinder 34 therefor can be increased anddecreased selectively within a predetermined maximum range, and the rateof reciprocationof the piston is also variable. Evidently, the rate atwhich the inlet valves are opened and closed should be increased anddecreased in respective correspondence with increases and decreases inin the rate of reciprocation of the pistons; and as stroke length of thepiston is changed, it may be advantageous to alter the period duringwhich the valves are maintained in their open positions during eachoperating cycle so as, for example, to increase the time interval thatthe inlet valves are open as the stroke length of the piston isdecreased, and vice versa. In the apparatus being considered, ordinarycam shaft mechanism provides the time relationship of the movement ofthe valve lifter rod 84 with the movement of the piston 36, and theduration of the valve opening is adjustably determined by varying theeffective length of the rod 84 by means of the structure shown in FIG.5A.

Referring thereto, the rod 84 is seen to be slidably received within anextension 84 sealingly circumjacent the same, and which extensiondefines a pressurizable chamber 93 adapted to have a hydraulic fluidforced thereinto to displace the extension 84' downwardly relative tothe rod 84 and thereby lengthen the same, or to have fluid removedtherefrom to permit the extension to move upwardly relative to the rodand thereby shorten the same. A suitable control system is provided forthis purpose, as will be described hereinafter, and in the shortenedcondition of the rod, a center pin 93 supported within the chamber 93 byspider structure enters an elongated recess 93" in the rod to positivelyestablish the minimum length of the composite rod and extensioncomponent.

Each cylinder 34 is equipped with a plurality of exhaust valves, therebeing four in the particular engine being considered, only two of whichare illustrated in FIG. 3 and they are respectively denoted with thenumerals 94 and 95. The exhaust valves are disposed in respectivealignment with the inlet valves 74 through 77, and they have sufficientcross sectional areas at the ports associated therewith to enable theproducts of combustion to be expulsed from the cylinder space 86 duringeach cycle of operation of the piston. The valve ports controlled by theexhaust valves 94 and 95 com municate with a manifold space 96 that atone end thereof is in open communication with a longitudinally extendingcollection conduit 97 adapted to convey hot combustion gases to theturbine 40, as previously noted. The valves 94 and 95 are respectivelyequipped with stems that slidably and sealingly extending through thewalls of the manifold 96 and through bearings supported therealong andare axially reciprocable with respect to both.

The valves are resiliently biased toward the closed positions thereof byhelical coil springs 98 and 99 coaxially circumjacent the valve stems,and the springs at their inner ends seat upon the bearings supportedalong the casing of the manifold 96 and at their outer ends seat againstthe enlarged inwardly turned end 100 of an angularly reciprocable valveor rocker arm 101. Each arm 101, as shown best in FIG. 4, is pivotallysupported intermediate the ends thereof on a shaft or rod 102 extendinglongitudinally in substantially parallel relation to the main centershaft 25. The rod 102 is supported by the casing 35 of the combustionassembly 32, and the rocker arm 101 is provided with a slightly enlargedbearing sleeve 104 that is coaxially circumjacent the rod 102 andprovides the pivotal engagement of the rocker arm with the rod. A spacer105 is mounted upon the rod 102 at the approximate center thereof andextends along one side of the bearing sleeve 104 for the purpose ofseparating the sleeve from adjacent components, as describedhereinafter.

It will be apparent that each rocker arm 101 must be cyclicallyreciprocated in angular directions about the axis of the associatedshaft 102 so as to displace the exhaust valves connected with the rockerarm between the open and closed positions respectively shown in FIG. 3by the valves 94a, 95a and 94b, 95b. In this reference, the compressionsprings 98 and 99 tend to bias the valves 94 and 95 toward the closedpositions thereof and for this purpose bear upwardly against theenlarged end 100 of the associated rocker arm. It will be apparent thateach valve stem is attached to the enlarged end portion 100 of theassociated rocker arm so as to enable the rocker arm to close the valveswhen angularly displaced in a counterclockwise direction, as viewed inFIG. 3. For this purpose, each of the exhaust valve stems may beattached to the enlarged end portion 100 by means of a nut 106 thatbears inwardly upon the outer surface of the associated enlarged endportion. Thus, the exhaust valves 94 and 95 are necessarily closed whenthe springs 98 and 99 displace the rocker arm 101 in a clockwisedirection, and the valves are similarly opened because of the attachmentof the nuts 106 to the end portion 100 when the rocker arm is angularlydisplaced in the clockwise direction.

Angular reciprocation of each arm 101 is effected by actuator mechanism107 operative to reciprocate the associated rocker arm about the pivotshaft 102 associated therewith. The mechanism 107 includes an outercylindrical tube or shell 108 open at one end and closed at the oppositeend 109 thereof. The shell 108 is supported for angular displacements bya pivot pin or rod 1 10 that is longitudinally disposed and is supportedin substantially parallel relation with the main shaft 25 by the casing35 of the combustion assembly. The pivot pin 110 extends completelythrough the shell 108 associated therewith, and the shell is thereforeangularly displaceable in clockwise and counterclockwise directions, asviewed in FIG. 3. Slidably mounted within the shell 108 for axialdisplacements along the length thereof is a stroke-regulator andactuator element 111 of cylindrical configuration in cross section, andthe actuator element is dimensioned so as to be snugly received withinthe shell 108 while being freely slidable along the length thereof.

Each actuator element 111 is provided within the interior of theassociated shell 108 with an axially elongated slot 112 that passes theassociated pivot pin 110 therethrough and permits the element 111 to beaxially displaceable relative both to the shell 108 and its pin 1 10. Atits outer end which is disposed exteriorly of the shell 108, theactuator element 111 is equipped with an inwardly projecting camfollower 114 adapted to ride upon a cam 115 defined along the outersurface of a cam carrier 116 mounted upon the torsion shaft 92 and keyedor otherwise secured thereto so as to prevent relative rotationtherebetween. As viewed in FIG. 3, the cam carrier 116 is angularlyreciprocable about the axis of the associated torsion bar 92 between theextreme positions respectively illustrated by the cam carriers 116a and116b, and such displacements of each cam carrier causes the cam 115mounted thereon to reciprocate the associated actuator element 111between the outer and inner positions thereof respectively illustratedby the elements 111a and 111b.

Such angular displacements of each actuator element 111 enforced thereofby the cooperative interengagement of the associated cam follower andcam 115 causes the rocker arm 101 to be angularly displaced about thepivot axis 102 associated therewith so as to open and close the exhaustvalves 94 and 95. This result is provided because each rocker arm 101has an end portion 117 that overlies the outer end of the actuatorelement and is provided with a pad 118 in engagement therewith. As shownbest in FIG. 4, each rocker arm 101 is turned laterally in alongitudinal direction along the axis of the main shaft 25 so as to passthrough an opening 119 in a divider wall 120, and the rocker arm is thenturned at generally right angles to the main shaft 25 so as to extendalong and overlie the associated actuator element 111.

It will be apparent that the extent to which each rocker arm 101 isangularly displaced about its pivot axis 102 is determined by the extentto which the cam follower 114 of the associated actuator element 111rides upwardly along the cam 115. That is to say, since each cam 115progressively increases in height from the inner to the outer endthereof, if the cam follower 114 is caused to be positioned at the outerend of the cam when the cam carrier 116 has been rotated to its maximumposition, the rocker arm 101 will be displaced in an angular directionto a greater extent so as to provide a longer and greater valve openingthan when the actuator element 111 is adjusted so that the cam follower114 only rides part way along the cam 115 when the carrier 116 has beendisplaced to its maximum position, as shown by the cam follower 114a andcam 115a in FIG. 3. The relative position of each ac tuator element 111and its associated shell 108 can be selectively adjusted, and the meansby which this is accomplished includes in part a centrifugally actuatedstop assembly 121 operatively associated with the shell 108 and actuatorelement 111. As shown most clearly in FIG. 7, the stop assembly 121includes a relatively flat bearing disc 122 rotatably mounted upon thepivot pin so as to be freely rotatably with respect thereto, a sleevebearing being included for this purpose. The disc 122 lies within agenerally rectangular channel 124 formed in the actuator element 111.The channel 124 is slightly wider than the thickness of the plate 122 sothat the actuator element 111 is freely movable in axial directionsalong the shell 108 with substantially no interference resulting fromthe presence of the disc.

The stop assembly 121 further includes a stop pin 125 extending throughthe disc 122 and projecting outwardly from each side thereof so as to bereceived within an elongated slot 126 formed in the actuator element 111in substantially parallel relation with the aforementioned slot 112. Theslot 112 may be slightly longer than the slot 126 so as to cause anyabuttable interengagement between the actuator element 111 and stopassembly 121 to be established between the stop pin 125 and terminalends of the slot 126. A flyweight 127 mounted upon a support arm 128 islocated a spaced distance outwardly from the disc 122 to which the arm128 is fixedly secured. The arm 128 extends through the channel 124, asillustrated in FIG. 7. An abutment element 129 also fixedly secured tothe disc 122 extends outwardly therefrom through the channel 124 on theside thereof opposite that of the support arm 128. Since the pivot pin110 and stop pin 125 are offset with respect to each other, angulardisplacements of the disc 122 about the axis of the pin 110 causes thestop pin 125 to be displaced through a relatively flat arc and generallyalong the length of the slot 126 and, as will be explained in detail,the specific location of the stop pin 125 determines the extent to whichthe actuator element 111 can be displaced relative to the sleeve 108which, in turn, establishes the degree of angular displacement of therocker arm 101 and extent to which the exhaust valves 94 and 95 areopened. Each actuator element 111 is biased outwardly abutment with thepin 25 by a compression spring 123 operative between the actuator andend wall 109 of the associated shell 108.

As shown most clearly in FIG. 3, each stop assembly 121 is resilientlybiased in a counterclockwise direction such that the flyweight 127thereof tends to be forced inwardly by a helical tension spring 130attached at one end to the abutment element 129 of the associated stopassembly and at its opposite end to a bracket 131 fixedly secured to theend wall of the associated shell 108. The counterclockwise biasing forceimparted to each stop assembly 121 and flyweight 127 thereof by thespring 130 is counteracted and overcome by centrifugal force developedby the flyweight as the combustion assembly 32 is rotatably drivenduring operation of the engine apparatus 20. That is to say, the springforce tending to rotate the stop assembly 121 in one direction about theaxis of the pivot pin 110 is overcome by the centrifugal force developedduring operation of the engine apparatus which tends to force eachflyweight 127 outwardly so as to pivot the stop assembly in the oppositedirection about the axis of the pivot pin.

However, the extent to which such centrifugal force is permitted todisplace the stop assembly angularly is selectively determined andadjusted by means of a control in the form of a piston 132 axiallyreciprocable within a cylinder 134 and equipped with a rod 135 defininga stop against which the abutment element 129 is movable. Thepiston-cylinder structure 132,134

'is a two-way fluid motor (specifically hydraulic) in which the pistoncan be moved positively in either direction and then held in anyposition of adjustment as a consequence of the fluid pressure operativeon op,- posite sides of the piston. The extent to which the stop rod 135projects from the cylinder 134 establishes the maximum permissibleangular displacement of the stop assembly 121 as a result of centrifugalforce operative thereon and, therefore, establishes the extent to whichthe actuator element 111 is displaceable within the shell 108 during anyspecific operating mode of the engine apparatus and combustion assembly32 thereof The aforementioned cam carrier 116 also has a positioning cam136 located along the outer peripheral surface thereof in angularlyspaced relation with the actuator cam 115. The cam 136 is operativelyarranged with a cam follower 137 somewhat in the form of a bell crank orL-shaped component pivotally supported intermediate the ends thereof ona pin 138. The outer leg or branch of the cam follower 137 extendsthrough an opening 139 in the shell 108 and into a recess 140 formed inthe actuator element 111. The two legs or branches of the bell crank camfollower 137 are angularly displaceable with respect to each other andare interconnected by a torsion spring, and the function of the camfollower in association with the cam 136 is to displace the actuatorelement 111 inwardly or in an inward direction relative to the shell 108to the maximum permissible extent determined by the particular locationof the piston 132 and stop rod 135 thereof at any specific adjustment ofthe control assembly.

In this respect, and assuming as the starting condition the relativepositions of the components associated with the stop assembly 12111,when the engine apparatus is in operation and the combustion assembly132 rotating, the flyweights 127 will swing outwardly until the abutmentelements 129 are in engagement with the stop rods 135 so that the stoppins 125 will be in a somewhat forward location as concerns the terminalends of the slots 126 so that the actuator elements 111 are free to bedisplaced within the shells 108 within the limits defined by the stoppins and slots. The piston 36b is in substantially the innermostposition thereof defining maximum compression within the variable-volumespace 86, so that all of the valves including the exhaust valves 94b and95b are closed. Therefore, the cam follower 114b is remote from theactuator cam 11512, and the positioning cam 136 is remote from thebell-shaped cam follower 137b.

As the torsion bar 92b and cam carrier 116b mounted thereon aredisplaced angularly in a clockwise direction toward the positions of thetorsion bar 92a and cam carrier 1160, the positioning cam 1361; willmove toward the cam follower 137k and eventually engage the same so asto rotate such cam follower in a counterclockwise direction about itspivot pin 138 whereupon the cam follower will engage the terminal end ofthe recess 140 so as to displace the actuator element 111b inwardlywithin the shell 108b until inward movement is terminated by abutment ofthe stop pin 1251: with the end of the slot 126b. If such abutmentshould occur before the angular displacement of the cam carrier 1l6bterminates, the force applied by the cam 136 to the cam follower causesthe two legs thereof to move relative to each other, as shown by the camfollower 137a. At about the same time that the positioning cam 136engages the cam follower 137 associated therewith, the actuator cam 115is moving into engagement with the cam follower 114 associated therewithso as to commence actuation of the associated rocker arm 101 so as toopen the exhaust valves 94 and 95 As previously explained, the extent towhich such valves are opened depends upon the limiting position assumedby the actuator element 111 as enforced thereon by the contemporaryadjustment of the associated piston 132 and stop rod 135 thereof becausesuch limiting position of the actuator element determines the extent towhich the cam follower 114 rides onto the cam 1 15.

Contrariwise, when the piston is in the most retracted position thereofrepresenting maximum volume of the space 86, as depicted by the piston36a and space 86a, movement of the cam carrier 116 and torsion bar 92upon which it is mounted in the opposite direction (counterclockwisereferenced to the torsion bar 92a in FIG. 3) the cam a will be displacedwith respect to the cam follower 114a toward the position shown by thecam follower 1141; and cam 115b in which disengagement is effected andthe exhaust valves are returned to their closed positions by operationof the compression springs 98 and 99. At the same time, the positioningcam l36b is displaced from the cam follower 137a so as to release thepositioning force otherwise applied thereby to the associated actuatorelement 1 11. It will be appreciated that both the extent to which theexhaust valves 94 and 94 are opened by the rocker arm 101 and the periodor length of time during which such valves are held open during any onecycle of operation are functions of the position of the actuator element111. More particularly, if the cam follower 114 is caused to ride ontothe associated cam 115 to a greater angular extent, the associatedrocker arm 101 will be displaced angularly through a greater distanceabout its pivot pin 102 and, therefore, for any particular angularvelocity or periodicity of the torsion bar 92 and cam carrier 116, agreater time period will be required for completely engaging the cam andcam follower to the maximum permissible extent and for thereafterdisengaging such two components.

Each of the piston-cylinder structures 36,34 is equipped with a fueldelivery system by means of which fuel for combustion is supplied to thevariable-volume cylinder spaces 86. [n the engine apparatus 20 andcombustion assembly 32 thereof, such system is a fuel injection systemcomprising a plurality of fuel nozzles 141 projecting into therespective cylinder spaces 86 such as through the closure wall 87 ofeach cylinder 34, As respects the present invention, the fuel injectionsystem may be conventional and, for example, may comprise a system inwhich fuel under pressure is delivered to the respective nozzles 141 viaa plurality of fuel control valves 142 that are normally closed and areopened in a cyclically repetitive manner to enable predeterminedquantities of fuel to be injected into the cylinder spaces through thenozzles 14].

The mechanism provided for manipulating each valve 142 is substantiallyidentical to the mechanism used to open and close the exhaust valves 94and 95, as

previously explained. In this respect, and referring in particular toFIGS. 3 and 4, the valve-actuating mechanism includes a rocker arm 144having intermediate the ends thereof a bearing sleeve 145 pivotallymounted upon the aforementioned pivot shaft 102 along the spacer 105 onthe side thereof opposite the bearing sleeve 104 of the rocker arm 101.Adjacent one end, the rocker arm 144 has an end portion 146 connected toa reciprocable plunger 147 operative to manipulate the associated valve142 between the open and closed positions thereof. A helical compressionspring 148 seats at one end upon a fixed casing of the valve 142, and atits opposite end against the end portion 146 of the rocker arm 144 viaan enlargement provided for this purpose. Accordingly, the spring 148biases the associated valve plunger 142 toward the closed positionthereof, and therefore biases the rocker arm 144 in a counterclockwisedirection, as viewed in FIG. 3.

The rocker arm 144 is cyclically displaced in a clockwise directionagainst the biasing force of the spring 148 to open the valve 142 bymeans of actuator mechanism 149 which is substantially identical to theaforementioned actuator mechanism 107 associated with the rocker arm 101to manipulate the same. In this respect, the actuator mechanism 149 hasa stroke regulator and actuator element 150 underlying the end por tion151 of the rocker arm 144 which extends through an opening 152 in thepartition 120. The control mechanism 149 also has a shell 154 withinwhich the actuator element 150 is reciprocable, and a centrifugallyactuated stop assembly 155 regulates the position of the element 150 inaccordance with the adjustments enforced thereon by a fluid actuatedpiston-cylinder control 156. The actuating mechanism 149 is otherwisestructurally and functionally identical to the aforementioned controlmechanism 107 and, therefore, need not be further described since itwill be understood that the control mechanism is cooperativelyassociated with a cam-equipped carrier 157 mounted upon the torsion bar92 so as to be angularly displaced thereby.

Since the engine apparatus 20 is a gasoline-type" engine (i.e., notdiesel), the combustible admixture of fuel and air compressed by thepiston 36 within the cylinder space 86 is necessarily ignited by aconventional sparking device such as a spark plug 158 that projects intothe cylinder space through the top closure wall 87 thereof. The sparkplug 158 is connected by conductors, not shown, to an ignition systemthat may be completely conventional and, for this reason, is not shown,As is well known, the spark plug 158 is energized at about the time thatthe fuel and air charge within the cylinder space 86 is compressed toits maximum extent so as to ignite the same and thereby power the engineapparatus.

As previously noted, air for combustion and for purging the cylinderspace 86 is supplied through the inlet valves 74 through 77 which arelocated within the cylinder 36, and the air supplied through the inletvalves is delivered thereto under pressure derived from a pump mechanismarranged with the associated piston 36 and therefore operated in timedrelation with the reciprocable displacements thereof. More particularly,the aforementioned crank arm 90 has a configurated pump surface 159disposed in facing juxtaposition with a correspondingly configuratedpump surface 160 defined by a combination valve and pump element 161mounted upon the associated torsion bar 92 so as to he angularlydisplaceable with respect thereto between the position extremesrespectively shown by the elements 161a and 1611).

As shown in FIG. 3, the surfaces 159 and 160 define a variable-volumepumping space or chamber 162 therebetween which increases in size orcross sectional area from a very small volume (essentially zero)adjacent the torsion bar 92 toward a substantially larger outlet ordischarge port 164 through which air is expressed into a cooling chamber165. Each valve element 161 is resiliently biased toward the crank armassociated therewith by a plurality of helical compression springs 166that seat at one end against the element 161 and at their opposite endsagainst a fixed support 167 secured to the casing 35 of the combustionassembly. The biasing force of such springs 166 ordinarily maintainseach element 161 in a position in which it closes the associated port161, as shown by the elements 161a and 161b, but upon power-strokedisplacement of the crank arm 90 toward the element 161, the pressuredeveloped between the closing surfaces 159 and 162 causes the element161 to be displaced against the spring face to open the port 164 andenable compressed air to be expressed therethrough, as shown by theelement 1610.

Each variable-volume pumping chamber 162 cyclically changes in volumebetween the generally maximum and minimum capacities respectively shownby the chamber 162b and 162a as the crank arm 90 is angularlyreciprocated by the piston 36 connected therewith which linearlyreciprocates within the cylinder 34 associated therewith. As each crankarm 90 traverses the arcuate path between the two extremes respectivelyshown by the crank arms 90a and 90b, air is expelled or expulsed underpressure from the chamber 162 and port 164 thereof into the associatedcooling chamber 165 and air is drawn into the chamber 162 both becauseof the pressure reduction in the enlarging pumping chamber 162 as thesurface 159 recedes from the surface and because of the superatmosphericpressure imparted to atmospheric air drawn into the engine apparatus asit passes through the aforementioned turbine-driven compressors 39.

As respects the pressure-reducing tendency, each crank arm 90 has an endportion 168 provided with an arcuate outer edge that closely approachesa correspondingly-curved wall 169 extending longitudinally between thespaced walls of the casing 35 and forming one of the boundries of thepumping chamber 162. Accordingly, very little leakage is affordedbetween the facing arcuate surfaces of the crank arm end portion 168 andboundry wall 169 so that as the pumping surface 159 recedes from thesurface 160, a reduced pres sure tends to be developed within theprogressively-increasing volume of the pumping chamber 162. As respectspressurization of air delivered to the chamber 162, the function of eachcompressor 39 is to supercharge or precompress the air delivered to thecombustion assemblies 35. Accordingly, each compressor 39 tends to forceair into the chambers 162 connected therewith, especially as thecapacity or volume thereof increases. Simple check valves may beinterposed

1. Rotary engine apparatus of the character described, comprising aplurality of relatively rotatable components at least one of which isoperative to produce output power, a casing defining a cylinder thereinequipped with a reciprocable piston adapted to compress a combustibleadmixture of fuel and air and derive energy from combustion thereof toenergize the power stroke of said piston, means drivinglyinterconnecting said cylinder casing and piston, respectively,with atleast two of said relatively rotatable components so as to developtorque therebetween in response to the power stroke of said piston andthereby enforce relative rotation upon said two components, androtation-regulating means operatively connected with at least one ofsaid pair of relatively rotatable components so as to enforce a greaterrotational movement upon the other in response to power developmentbetween said cylinder casing and piston.
 2. The engine apparatus ofclaim 1 in which said rotation-regulating means includesrotation-inhibiting mechanism operative to inhibit free rotation of oneof said pair of rotatable components.
 3. The engine apparatus of claim 1in which said rotation-regulating means includes a selectively operablegear train adapted to drivingly interconnect said pair of rotatablecomponents to effect concurrent rotation of each in the same directionat different angular velocities.
 4. The engine apparatus of claim 1 inwhich said rotation-regulating means includes rotation-inhibitingmechanism selectively operative to inhibit rotation of one or the otherof said pair of rotatable components, thereby enabling torque to beselectively produced by said engine apparatus in opposite angulardirections.
 5. The engine apparatus of claim 1 in which said meansdrivingly interconnecting said pair of relatively rotatable componentsand said cylinder casing and piston include cam structure connected withone of said pair of rotatable components so as to drivingly couple thesame, connector stricture coupling said cylinder casing with the otherof said rotatable components comprising said pair thereof, andpower-developing cam follower structure operatively connected with saidpiston and effective in response to reciprocable displacements thereofto drivingly engage said cam structure and develop torque therewithoperative to enforce relative rotation upon said rotatable components.6. The engine apparatus of claim 5 in which said cam structure isadjustable so that the magnitude of the rise and fall thereof can bechanged to vary the stroke length of said piston, and in which means areincluded for selectively adjusting said cam structure.
 7. The engineapparatus of claim 5 in which said power-developing cam followerstructure includes a torsion bar and crank assembly interconnecting thesame with said piston so that the reciprocable displacements of thelatter are converted into angular displacements of said torsion bar, andfurther includes a cam follower connected with said torsion bar so as tobe angularly displaced thereby, said cam follower being in engagementwith said cam structure so as to develop driving force effectivethereupon in response to reciprocable displacements of said piston andcorresponding angular displacements of said torsion bar.
 8. The engineapparatus of claim 7 in which said cam structure is adjustable so thatthe magnitude of the rise and fall thereof can be changed to vary thestroke length of said piston, and in which means are included forselectively adjusting said cam structure.
 9. The engine apparatus ofclaim 1 in which said cylinder casing is equipped with exhauSt portstructure and valve mechanism controlling the same, in which said pistonis equipped with inlet port structure for air and valve mechanismcontrolling the same, and further comprising pump mechanism operative intimed relation with the reciprocable displacements of said piston so asto develop a charge of compressed air expressed through said cylindervia said exhaust and inlet port structures to purge said cylinder and toprovide air for combustion, and means for energizing said valvemechanisms in timed relation with the reciprocable displacements of saidpiston to effect such cylinder purging and supplying of combustion air.10. The engine apparatus of claim 9 in which said pump mechanismincludes a pump element operatively connected with said piston so as tobe actuated in mechanically enforced synchronism therewith.
 11. Theengine apparatus of claim 9 in which said means for manipulating saidinlet valve mechanism includes a push rod structure reciprocablegenerally along the longitudinal axis thereof for opening said inletvalve mechanism, and in which means are included for selectivelychanging the effective length of said push rod structure and therebyalter the time relationship of the opening and closing of said inletport structure in its relation to the reciprodable displacements of saidpiston.
 12. The engine apparatus of claim 9 in which said means formanipulating said exhaust valve mechanism includes rocker arm structureand means for cyclically displacing the same to open said exhaust portstructure, and in which means are included for selectively changing thedisplacement of said rocker arm structure so as to change the timerelationship of the opening of said exhaust port structure in itsrelation to the reciprocable displacements of said piston.